JUPITER SEA & AIR SERVICES PVT. LTD, EGMORE – CHENNAI, INDIA.

 

E-MAIL : Robert.sands@jupiterseaair.co.in   Mobile : +91 98407 85202

 

 

Corporate News Letter for  Monday  March  09,  2025

Today’s Exchange Rates

CURRENCY▲	PRICE	CHANGE	%CHANGE	OPEN	PREV.CLOSE
USD/INR	91.75	0.139999	0.152821	91.65	91.61
EUR/USD	1.1558	-0.0051	-0.439315	1.1609	1.1609
GBP/INR	122.2236	-0.106094	-0.086728	122.5231	122.3297
EUR/INR	106.1787	-0.286797	-0.26938	106.4855	106.4655
USD/JPY	157.933	0.343002	0.217655	157.59	157.59
GBP/USD	1.3335	-0.0022	-0.164708	1.3357	1.3357
JPY/INR	0.581	-0.0011	-0.188972	0.5813	0.5821

///                   Sea Cargo News            ///

US–Israel–Iran Conflict Leaves 1,000 Containers of Indian Perishables Stranded at JNPA, Exporters Fear Heavy Losses

Escalating hostilities between the United States–Israel alliance and Iran have triggered fresh anxiety among Indian exporters of fruits and vegetables, with perishable shipments to the Gulf region bearing the brunt of the disruption.

Hundreds of containers loaded with onions, grapes, bananas and other fresh produce are currently stranded at Jawaharlal Nehru Port Authority (JNPA) and other Mumbai port facilities, awaiting vessel bookings or clearance as container lines suspend services to the Middle East.

Around 1,000 containers are estimated to be stuck at Mumbai ports, mainly at JNPA, according to port authorities. Shipping lines have diverted vessels via the Cape of Good Hope to avoid the conflict zone, significantly increasing transit time and freight costs while adding to congestion at Indian ports. The immediate concern, industry representatives say,  is cargo piling up at gateways even as fresh consignments continue to arrive.

Exporters say the financial burden is mounting with daily expenses of about Rs. 8,500/- per container while shipments remain stuck. Wholesale banana prices have already fallen from Rs.25 per kg to Rs. 15 per Kg amid the export slow down  and traders caution that rates may decline further if the conflict persists. Onion prices in local wholesale markets, however, remain steady at Rs. 10-16 per kg for now.

Alphonso mango growers are also closely watching the situation fearing that a prolonged conflict could dampen prospects for the upcoming season. While shipments to Europe remain largely unaffected, exporters say Gulf bound trade has come to near standstill, leaving India’s perishable cargo sector vulnerable to continued geopolitical uncertainty.

New Discharge Record at Coal Jetty 1, VOC Port Tuticorin

V. O. Chidambaranar Port Authority has set a new operational benchmark at Coal Jetty 1 (CJ1), achieving a record coal discharge performance that underscores the port’s growing efficiency in bulk cargo handling.

The CJ1 team successfully discharged 73,803 metric tonnes of coal from the vessel MV Chola Treasure in just 40 hours and 33 minutes, registering an impressive average discharge rate of 1,820 MT per hour. This performance surpasses the previous record of 73,488 MT, marking a significant milestone in the port’s bulk cargo operations and reinforcing its commitment to enhanced turnaround times and productivity.

The achievement reflects seamless coordination, operational excellence, and sustained teamwork under demanding conditions. The milestone further strengthens Tuticorin’s position as a key gateway for thermal coal imports supporting regional power generation.

The new benchmark at CJ1 highlights the port authority’s continued focus on operational optimization, efficiency enhancement and service reliability in handling dry bulk cargo.

Sonowal Reviews Maritime Security; 38 Indian Ships Stranded Near Hormuz, Services Rerouted

Union Shipping Minister Sarbananda Sonowal on Tuesday chaired a high-level review meeting and directed officials, including the Directorate General of Shipping (DG Shipping), to take immediate steps to safeguard Indian seafarers and secure maritime assets amid escalating tensions in West Asia.

According to DG Shipping, there have been no confirmed instances of casualty, detention or boarding involving Indian-flagged vessels. However, officials briefed the minister that 24 Indian ships are currently stranded west of the Strait of Hormuz, while another 14 remain east of the strait.

DG Shipping reported four incidents involving Indian seafarers aboard foreign-flagged vessels, resulting in three fatalities and one injury. Since the conflict began, at least five tankers have been damaged and nearly 150 vessels are stranded around the strait, disrupting global shipping movements.

Tamil Nadu Targets World-Class Shipyards with 2026 Policy Incentives for Megaships

The Tamil Nadu government on Wednesday unveiled its Shipbuilding Policy 2026, a comprehensive plan designed to lure major shipbuilding players and encourage large-vessel projects — including Very Large Crude Carriers (VLCCs) and other ocean-going megaships — to invest in the state’s growing maritime sector.

Chief Minister M.K. Stalin formally released the policy, highlighting Tamil Nadu’s ambitions to develop world-class shipbuilding clusters and establish the state as a key hub in the global blue economy.

The initiative builds on the region’s natural advantages — including a 1,076-kilometre coastline and deep-water access capable of handling vessels above 200,000 deadweight tons — positioning the state to compete internationally in both commercial and specialized maritime construction.

Strategic Economic Impacts :  Industry analysts see the Ship Building Policy 2026 as a strategic move to diversify Tamil Nadu’s industrial base and significantly boost foreign direct investment into the maritime subsector. In addition to commercial shipbuilding, the plan is expected to spawn growth in related areas such as marine engineering, ship repair and offshore platform fabrication-potentially creating thousands of jobs and strengthening India’s position in a global market where it currently has a small share.

MRPL Declares Force Majeure on Gasoline Exports Amid Gulf Supply Disruptions

India’s Mangalore Refinery and Petrochemicals Ltd. (MRPL) has declared force majeure on all upcoming gasoline export cargoes as escalating tensions in the Middle East disrupt crude oil flows from the Gulf region, according to trade sources.

The state-run refiner, which operates a 300,000-barrel-per-day facility in Karnataka, exports nearly 40% of its refined fuel output. The declaration follows severe shipping disruptions through the Strait of Hormuz — a strategic waterway between Iran and Oman that handles roughly one-fifth of global oil consumption.

Sources said MRPL had already awarded two to three gasoline cargoes for early March loading through tenders and is currently in discussions with buyers to resolve those commitments. A company source confirmed the force majeure decision, while MRPL did not immediately respond to requests for comment.

Egg Shipments from Namakkal Halt Amid Israel-Iran War; Trade Loses ₹5 Crore a Day

Egg exports from Namakkal — one of India’s major poultry production and export hubs — have been brought to a standstill following disruptions caused by the ongoing Israel-Iran war, industry sources said.

Exporters estimate that the halt in shipments to Gulf countries including the UAE, Oman and Qatar is inflicting losses of around ₹5 crore per day, with consignments unable to move due to closed sea routes and restricted air cargo operations.

The conflict has interfered with key shipping channels, including closures around the Strait of Hormuz, forcing cargo carriers to suspend or reroute operations and leaving perishable goods like eggs stranded.

As a result, large quantities of eggs meant for export — previously averaging about 80 lakh a day from Namakkal — are remaining unsent, piling up in cold storage and pressuring local markets.

Domestic egg prices have also been impacted: the National Egg Coordination Committee (NECC) has reduced the procurement price to around Rs.4.30 per egg, down from higher levels in recent weeks, amid weaker demand and mounting stocks.

Farmers and exporters have called on the Government of India to intervene – diplomatically and logistically – to secure safe transit corridors and explore alternate until stability returns.

Analysts warn that broader Indian exports of perishables like vegetables and fruits are also affected by disrupted cargo flights and similar strains are visible in other agricultural trade sectors tied to West Asian markets. 

India and China Drive Sweet Success for South Africa’s Fruit Sector

South Africa’s fruit industry is enjoying a strong start to the year as export demand from key Asian markets — particularly India and China — expands sharply, industry officials say. The sector has seen substantial increases in shipments to India, with apple exports to the Indian market rising fourfold compared with last year, signalling growing consumer appetite for South African produce in the region.

At the same time, plums were exported to China for the first time, highlighting new opportunities unlocked in one of the world’s largest fruit markets. This progress comes as a result of sustained efforts by growers and exporters to diversify markets beyond traditional destinations in Europe and the Middle East.

India’s growing middle class and strong demand for premium fruit varieties have made it an increasingly attractive destination for South African apples and citrus products. Meanwhile, China’s market access protocols have opened doors for stone fruits and other fresh produce.

Trade officials and industry leaders describe the developments as a “major milestone” for the industry, noting that stronger ties with Asian markets are helping offset headwinds in other regions and boosting overall export revenue. Recent agreements with Chinese authorities to allow multiple fruit varieties into the market are expected to further enhance trade flows and generate meaningful economic returns for growers and exporters.

Agricultural analysts also point to broader growth across export sectors with South Africa’s overall fresh produce export volumes increasing in recent years due to rising global demand coupled with improved logistics and trade partnerships.

Industry stakeholders say continued focus on quality, market development and negotiation of tariff and phytosanitary agreements will be key to sustaining momentum in India, China and other high growth markets.  

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Oman Air Cargo Set to Increase Capacity on Key India and European Routes

Oman Air Cargo, the freight arm of Oman’s national airline, announced plans to expand its cargo network capacity to India and Europe in the coming days amid ongoing disruptions in Middle East airspace.

The carrier said it will add extra belly hold capacity — space for freight on passenger aircraft — to its network through additional flights between Oman, the United Kingdom, Europe, India, and other parts of Asia. This decision comes as operations on some Gulf routes have been suspended due to regional airspace closures linked to increased geopolitical tensions.

Flights serving destinations such as Bahrain, Jordan, Kuwait, Qatar, and Dubai are currently on hold, forcing Oman Air Cargo to adapt its network while working to reschedule affected shipments once clearer airspace access is secured. The company noted potential delays on other routes due to longer alternate flight paths.

In its statement, Oman Air Cargo also said it was in close contact with Customers to confirm cargo status and provide updates, emphasising employee safety and collaboration with airport authorities and partners.

The expansion aims to support shippers facing capacity reductions across key global corridors, where airspace restrictions have led to rerouted flights and longer transit times. Analysts say such moves help carriers maintain service continuity during volatile periods for global logistics.

Maersk Air Cargo offloads three 767 freighters

      Maersk Air Cargo/Star Air Boeing 767. Image: © Shutterstock/orso bianco

Maersk Air Cargo has sold three Boeing 767-300 freighters that were being operated by Amerijet on the transpacific trade lane. The company did not reveal which firm had purchased the aircraft, but said they had been sold to “a close strategic partner” in an effort for “owned controlled fleet optimisation”.

“We can confirm the sale of three Boeing 767-300 to a close strategic partner, in an effort of owned controlled fleet optimisation,” Maersk said in a statement. “The three planes have been operated in the US by Amerijet for Maersk on a three-year agreement which ends 1 April 2026. The transfer of the planes is scheduled for mid of March 2026.”

The news that Maersk’s contract with Amerijet was coming to an end was reported by Cargo Facts last week. The aircraft had been operated by Amerijet on the transpacific trade lane.

Amerijet chief executive Joe Mozzali said that as a result of the contract ending, approximately 40 pilots will be furloughed on 28 February, representing about 20% of the firm’s total crew.

“No other employee groups are impacted at this time,” he said. “The company will continue to closely evaluate our evolving business needs to ensure we remain well-positioned for future success.”

Asked what the impact would be on services from Asia to the US following the ending of the contract, Maersk said that its aim is to make sure its customers have access to capacity through its various partnerships as well as its own-controlled operations.

The company pointed out that in 2024 it had added two Boeing 777 freighters to its fleet and the majority of its air cargo volumes are moved through belly capacity agreements.

“As an integrator of global logistics, Maersk continues to offer its customers integrated end-to-end logistics solutions across all modes of transport, including sufficient capacity in ocean, inland and air transportation,” the company explained.

“In 2024, Maersk took delivery of two new Boeing 777Fs and started building up owned long-haul capacity. Both 777F are flying between China and Europe.”

In 2024, Maersk managed 327,000 metric tons of air cargo for its customers, which makes it the 15th largest air cargo forwarder according to figures from consultant Armstrong & Associates.

“The majority of the volume is transported on purchased block capacity in the bellies of various airlines complemented by owned controlled flight operations under the umbrella of our airline Maersk Air Cargo which has a fleet of 18 Boeing cargo planes,” the company added.

The company’s fleet includes two 777Fs and 16 767Fs following the sale of the three 767-300Fs operated by Amerijet.

Maersk launched its transpacific operations with Amerijet in the first half of 2023 when belly capacity across the Pacific was limited following the Covid crisis and demand was quickly ramping up.

Since then, passenger operations have gradually been recovering opening up extra belly space, while demand between China and the US last year came under pressure as a result of US trade and e-commerce policy.

 

Air cargo volumes jump in January, but weakening e-commerce is a threat

                                              Source: © Xeneta

Air cargo volumes rose 7% year on year in January, but demand isn’t as healthy as it first appears, Xeneta has warned.

The industry analyst said that January’s boost in demand and an easing of recent freight rate declines was supported by an early Lunar New Year, but any optimism was dampened by the first year-on-year fall in e-commerce exports from China since January 2022.

The growth in global chargeable weight in the opening month of 2026 was the strongest increase since January 2025, and ahead of the 5% year-on-year growth in capacity supply.

With volumes rising faster than capacity, the global dynamic load factor edged up one percentage point to 57%. Dynamic load factor is Xeneta’s measurement of capacity utilisation based on volume and weight of cargo flown alongside available capacity.

Recent pricing declines also recovered, with global air cargo spot rates down just -1% year on year to $2.56 per kg in January.

However, Niall van de Wouw, Xeneta’s chief airfreight officer pointed out that Lunar New Year distorts normal market conditions and there has been a downturn in e-commerce volumes out of China and Hong Kong.

“Asia is such a big exporter of airfreight, it is difficult to draw any conclusions on what the market is signalling in January because of the Lunar New Year and the fluctuations it causes,” he said.

“In 2025, the festivities began on 28 January but this year, they begin on 15 February, so much of January’s strength in air cargo volumes is likely calendar-related rather than a clear indicator of improvements in underlying demand.”

Similarly, he said the picture for global air cargo spot rates in January may be a truer reflection of world economic events than demand for capacity.

Airfreight rates are typically quoted in local currencies, so a weaker dollar can make a world average – converted back into dollars – look firmer than it truly is.

He further stated that the outlook for demand and air cargo rates is unlikely to become clearer until the end of the first quarter, but there has been a decrease in e-commerce volumes ex China and Hong Kong that will definitely influence airfreight volumes.

The latest China Customs data for December shows low-value and e-commerce exports falling 9% year on year, the first decline since January 2022, following two months of flat growth.

This could potentially have a huge impact on the air cargo market, which has been elevated by cross-border e-commerce since late 2023 – and which relies on e-commerce for some 20-25% of its total annual volumes globally.

Following the end of the US de minimis exemption last year, China to US e-commerce exports were down more than 50% for a third consecutive month in December. For full year 2025, e-commerce exports fell 28% versus the prior year.

The move by China’s major e-commerce platforms to grow their share of the European market, to offset higher costs impacting volumes into the US, had offered a more positive outlook, but this, too, is now looking exposed, according to Xeneta.

The growth of China to Europe e-commerce volumes slowed to roughly 8% in December compared to a growth rate of 54% over the first 11 months of 2025.

And, when excluding Russia, e-commerce sales from China to the rest of Europe declined 23% year-on-year.

                                                   Source: Xeneta

“In October, we said air cargo’s e-commerce growth engine was showing signs of slowing down, but that this could be just a blip,” said van de Wouw.

“We saw this again in November, and we said if it happened for a third consecutive month in December, this would signal a trend. This is now the situation.

“If it remains flat or declines further, it will certainly affect many organisations’ growth plans, including those with commitments to freighter conversions that will be relying on the high level of e-commerce demand we have seen in recent years.”

Regulation is undoubtedly a factor adding friction to e-commerce trade. US de minimis bans, the EU’s proposed processing fee, and new rules in Japan and Thailand all threaten to dull one of airfreight’s most reliable sources of demand, Xeneta pointed out.

Elsewhere, Xeneta predicts that a rapid modal shift from air back to ocean still looks unlikely in Q1 2026, and continued Red Sea shipping uncertainty may help to ensure the demand gap in airfreight volumes caused by fewer e-commerce shipments doesn’t widen further.    

Most air cargo spot rates declined year on year

At the corridor level, most air cargo spot rates continued to decline year-on-year in January, broadly in line with the global market trend, said Xeneta.

The steepest falls were on Southeast Asia to North America and Southeast Asia to Europe, where spot rates dropped by more than 10% year on year as capacity continued to expand.

Month on month, both corridors also fell between 10 and 16%, reflecting their exposure to seasonal demand weakness.

Northeast Asia to Europe recorded the third-largest year-on-year decline, down 6% in January. This suggests capacity growth is outpacing demand, likely influenced in part by softer cross-border e-commerce growth.

By contrast, Northeast Asia to North America saw only a modest 3% year on year decline, largely driven by the agile removal of freighter capacity.

As with outbound Southeast Asia, both outbound Northeast Asia corridors also posted close to a 20% month on month decline as the market temporarily moved into the off-peak period.

Spot rates are expected to show an uplift ahead of the Lunar New Year in mid-February, although there are currently few signs of a pre-Lunar New Year cargo rush.

On the Transatlantic westbound corridor, spot rates unexpectedly rose 3% year on year, despite a 4% year on year decline in chargeable weight.

This divergence may partly reflect the recent US tariff threat – an additional 10% on imports from eight European countries – before it was reversed on 21 January. This demonstrates both the responsiveness and nervousness of shippers trying to protect their product margins.

The withdrawal of the tariff threat by the US administration appears to have prompted a temporary demand bump: in the week ending 25 January, volumes rose 16% week on week, a period that typically sees only low single-digit growth. However, a weaker dollar – making EUR-quoted air freight more expensive – may be a larger factor behind the rate strength.

Cathay Cargo looks forward to A350Fs and perishables growth

                                        Copyright: Cathay Pacific

Cathay Cargo is looking forward to growing its capacity with Airbus A350 freighters as well as developing its perishables business. The Hong Kong-based cargo arm of Cathay Pacific benefits from ample belly capacity in its fleet, with more passenger aircraft due to arrive this year, but has more limited freighter capacity. Of 179 own-controlled aircraft in total, 20 are freighters, all Boeing 747Fs.

Therefore, the additional capacity from the six A350Fs ordered from Airbus in December 2023, alongside rights for 20 more units, will provide vital support on busy routes out of Hong Kong, explains James Evans, general manager, Cargo Commercial Cathay Cargo.

“We’ve got huge capacity in our bellies, but we’ve only got 20 freighters,” points out Evans. The A350F was a logical choice for Cathay. The carrier already has 47 A350s of the passenger type.

The arrival of the A350Fs will be a welcome step up in terms of modernisation. Cathay’s six 747-400ERFs are all owned and have an average age of 14.5 years, while its 747-8Fs have an average age of 10.4 years.

The 747-400s will be nearing 20 years of age when deliveries of the A350Fs, already pushed back, are due to start.

The A350Fs will offer a payload capacity of up to 111 tonnes and a range of 4,700 nautical miles, as well as up to 40% lower fuel burn and CO₂ emissions compared to older in-service freighters.

However, Cathay’s first freighter variant won’t be delivered until at least 2028, with deliveries due to continue through 2029. “In terms of our freighter capacity, we’ve got a steady state, or a pinch from now until deliveries begin,” says Evans.

While there has been speculation about a widebody cargo capacity shortage stemming from supply chain parts shortages, feedstock shortages for conversions and delays to new generation aircraft entering the market, Cathay has no current plans to lease freighters ahead of the A350F’s entry into market.

But the airline hasn’t completely ruled out adding capacity as a stopgap, should the need arise, says Evans. “We’d always be on the lookout for opportunities like that, but right now, our focus is on getting ready for the A350 freighters.

“We’re always keeping a close eye on how the market is changing. But ACMI rates have been quite high and our focus is very much on optimising the capacity and network we’ve got.”

He adds: “We are looking at the 2030 horizon now as part of the next five-year plan, and obviously those A350Fs are a big part of that, and they are a growth aircraft. And then  we’ll need to see how we can plan our capacity needs into the next decade.”

Strong GBA demand

Cathay is well used to efficiently managing capacity. Six years ago, operations were curtailed by government-imposed pandemic lockdown and quarantine restrictions that severely restricted passenger flights and belly capacity.

“Passenger capacity was down to 2% for quite some time. Our freighters were the workhorses, and we were operating cargo-only passenger flights,” recalls Evans.  In the following years, the airline has gone from strength to strength.

Cathay Cargo’s 2025 volumes were up 9.4% year on year as it benefited from solid demand for specialist cargo handling throughout the year, as well as a stronger than expected peak season.

According to Evans, Cathay Cargo is seeing healthy demand out of its home hub at Hong Kong International Airport (HKG).

The airport is a regional transhipment hub and air logistics gateway to the Guangdong-Hong Kong-Macao Greater Bay Area (GBA), and strong production and export demand will see Cathay’s home market continue to grow, says Evans.

“There are huge volumes and business out of the Greater Bay Area. Hong Kong sits at the heart of that,” says Evans.

Cathay Cargo is well positioned to benefit as its current passenger and freighter fleet gives it between  25% to 30% of the total capacity share out of Hong Kong.

The airline also benefits from Hong Kong’s role as a transit hub for air cargo out of Southeast Asia, which is seeing increased production and strong air cargo capacity demand.

“There has been double-digit growth out of Southeast Asia and we’ve been beneficiaries of that as well,” says Evans.

Demand out of Hong Kong, the GBA and Southeast Asia combined has helped Cathay maintain high freighter load factors to the Americas, including Mexico. “Our capacity to the Americas has held pretty consistent,” confirms Evans. He points out that air cargo demand can quickly move from area to area, so agility is needed but Cathay is always prepared to shift its capacity.

“With planes,  you’re lucky that you can redeploy to where the capacity is needed. You need to be able to be in a position to pivot and adjust.” For example, Hanoi capacity was increased in the fourth quarter and flights to Madrid also took place during the peak season.

UPS overtakes FedEx to become world’s largest express air cargo hub

UPS’s hub at Louisville Muhammed Ali International Airport (SDF) now has more daily flights and tonnage capacity than any other express air cargo hub in the world.

In fact, UPS Worldport’s hub at SDF has taken over the number one hub position from FedEx’s Memphis International (MEM) hub, found the “Global Cargo Hub Review” report by the Chaddick Institute for Metropolitan Development at DePaul University in Chicago.

“In every scenario for flight activity and available tonnage capacity we considered, the Louisvillehub is now larger than Memphis,” said the report.

Joseph Schwieterman, lead author of the report, said: “In conversations about express air cargo hubs, people often immediately think of FedEx’s Memphis hub, but UPS’s Louisville hub has elbowed its way to the top.”

He added that the UPS hub “has been a stalwart amid the swirling uncertainty about tariffs and changing logistics practices in favour of truck transport”.

The report attributed the shift to changes in demand, diminished afternoon flight activity at FedEx’s Memphis hub, a general shift by air cargo integrators toward ground transport and UPS’s investment in Worldport.

The report found that FedEx has reduced daytime flying to a much greater extent than UPS and an increasing share of its departures occur at night.

“UPS’s average of 202.3 peak-day flights at Louisville exceeds FedEx’s superhub, with 164.7, by around 40 flights. The Louisville hub’s activity exceeded Memphis’s by more than 20 flights on days unaffected by severe weather.”

Going into more detail about FedEx’s flight activity, the report’s authors stressed that “afternoon departures have fallen by 66.3 flights (60.3%) since our September 2022 sample, while nighttime (midnight to 5:59 am) departures fell by just 30.5%. In comparison, UPS’s afternoon departure bank has at SDF has diminished only
slightly”.

The report further stated that FedEx’s decline in daytime flying at MEM is part of an effort to improve payload utilisation and appears to be related to the “FedEx 2.0” initiative to streamline operations and merge ground and express air into a single integrated delivery system.

SDF also outpaces MEM in off-peak and cumulative weekly flying. Meanwhile, FedEx’s Liege hub, DHL’s Leipzig hub and SF Airlines’ Ezhou hub in China rank third through fifth, respectively, with more than 45 departures each, while FedEx’s Paris was close behind.

Additionally, UPS’s Louisville hub now has 33.4% more tonnage capacity and 33% more volume capacity than FedEx on peak days, according to the review. Leipzig and Ezhou rank 3rd and 4th, respectively.

                                            

MEM retains reach

However, despite the drop in daytime flying, FedEx’s MEM hub still serves more airports nonstop than any other hub in the world, found the report.

FedEx’s MEM hub still serves the greatest number of destinations on a typical peak day: 116 vs. 98 at SDF, research showed. The former’s greater geographic reach is partly because it tends to operate fewer multiple flights to the same destination.

The hub at MEM also has the greatest number of nighttime departures before 6am – 82 vs. 69 at UPS’s SDF hub.

In addition, FedEx still has three of the world’s six largest express air cargo hubs. As well as changes to key US hubs, express air cargo parcel delivery hubs in China are growing. Both Europe and China now have hubs that are larger than any of the US’s, besides the Louisville and Memphis superhubs. SF Airlines and China Postal Service, in particular, are successfully replicating the Western Hemisphere hub models, said the authors of the report.

SF Airlines has grown to 50 flights at Ezhou Huahu International Airport (EHU). The airline also operates sizeable hubs at Beijing, Shenzhen and Hangzhou. China Postal Express also has a hub in Nanjing and Japan’s Kansai International Airport runs a hub with significant activity from SF Airlines and Shandong Airlines.

That said, China goes against the grain somewhat. The world’s 12 largest express air cargo hubs are all operated by FedEx, UPS, SF Airlines, DHL, and their strategic partners, and all are north of the equator. Similar hubs have not yet emerged in Africa, India, South America, or other regions.

Mammoth expects 777-200LRMF freighter conversion STC this month

                                           Photo: Mammoth Freighters

Mammoth Freighters now expects Supplemental Type Certification (STC) for its 777-200LRMF by the end of February.

Type Inspection Authorization (TIA) has been approved by the Federal Aviation Administration (FAA), the Fort Worth, Texas-based freighter conversion company told Air Cargo News.

This means that STC issuance for Mammoth’s 777-200LR should follow closely behind, said Brian McCarthy, vice president of marketing & sales for Mammoth.

“We are anticipating STC insurance by the end of the month or very close to it,” he said. TIA is usually the last major step in the freighter conversion process before an STC is issued.

Mammoth said in December that FAA-witnessed final test flights would be carried out in early January ahead of and certification and delivery to launch customer Qatar Airways Cargo, which has an agreement for five of the aircraft with Texas-based lessor, Jetran.

The FAA has also been occupied with administrative work related to the 777-200LR, including audits of reports and data. Mammoth has faced a substantial wait for the 777-200LRMF STC since it completed the initial test flight of the 777-200LRMF prototype in May 2025.

Qatar Airways Cargo had expected to receive the first and second aircraft during the fourth quarter, but the 43-day US government shutdown delayed the STC process.

Steady 777-300ER progress

Meanwhile, the build of Mammoth’s 777-300ER is steadily progressing and the STC could be ready by the end of this summer. The build progress and test flight preparations look set to see the 777-300ER “STC achievable by the end of August”, stated McCarthy.

The first main cargo door installation on Mammoth’s 777-300ERMF took place in February 2025. “Most of the major structure has been installed in the 300ER,” confirmed McCarthy.

He added: “Mammoths Design Approval organization (ODA) will be issuing that STC amendment as soon as all compliance, test results and data submittals are delivered and complete.”

There are currently three 777-300ER conversion programmes in place with IAI, KMC and Mammoth, in addition to the 777-200LR programme in development with Mammoth. 

Airfreight options narrow in 2026 as supply chain volatility reshapes global lanes

                             Image: Shutterstock © Shane Hoggatt

Shippers have less airfreight shipping choices in 2026 following a year of global supply chain disruption, according to Rhenus Logistics. The company said that after a volatile 2025 marked by geopolitical tension, policy shifts and uneven demand, service options are becoming more standardised, reducing flexibility for shippers, despite capacity increases.

Rhenus said that “capacity remains available but (is) increasingly lane-specific, particularly across Trans-Pacific and trans-Atlantic routes affected by tariff uncertainty and regulation change”. The company said that in contrast to Transpacific and Transatlantic activity, there are now more options for goods being moved within Asia Pacific.

Supply chains “across Asia Pacific are becoming denser and more regional”, said Rhenus. “Rapid e-commerce growth is driving demand for high-frequency logistics networks that extend beyond coastal gateways into tier-2 and tier-3 cities.”

China is supporting these logistics networks with investment into inland logistics hubs, supported by automation, AI-driven warehouse systems and digital trade documentation. To help tackle issues created by infrastructure gaps and regulatory fragmentation, there has been investment in inland corridors, value-added warehousing and multimodal connections linking manufacturing centres to upgraded ports and airports, noted Rhenus.

Intermodal options are increasingly being built into global networks to improve reliability and reduce operational risks. For example, said Rhenus, when flooding in Southern Thailand temporarily disrupted overland routes, some shippers shifted volumes into airfreight to protect service continuity.

Technology, including artificial intelligence (AI) and automation, are also reshaping how networks are managed, with autonomous decision-making and predictive analytics becoming more utilised.

I hope you have enjoyed reading the above news letter.                                                    

Robert Sands

Joint Managing Director

Jupiter Sea & Air Services Pvt Ltd

Casa Blanca, 3rd Floor

11, Casa Major Road, Egmore

Chennai – 600 008. India.

GST Number : 33AAACJ2686E1ZS.

Tel : + 91 44 2819 0171 / 3734 / 4041

Fax : + 91 44 2819 0735

Mobile : + 91 98407 85202

E-mail : robert.sands@jupiterseaair.co.in

Website : www.jupiterseaair.com 1Branches  : Chennai, Bangalore, Mumbai, Coimbatore, Tirupur and Tuticorin.

Associate Offices : New Delhi, Kolkatta, Cochin & Hyderabad.

 

Thanks  to  :  Container  News,  Indian Seatrade, Cargo Forwarder Global  &  Air Cargo News.